2. Contact Info

3. Dealer Selection

Nissan hasn’t always just been about Godzilla. Ever since its humble beginnings as the Datsun brand, Nissan has woven sporting DNA into a long procession of models over the decades. It’s also duly proud of its motorsports heritage and trumpets it proudly every year at Nismofest, an annual celebration of the best race cars Nissan and its performance arm have produced since the 1950s. Nissan has also expanded into the luxury performance realm in recent years with its Infiniti brand here in the U.S. and more recently in Europe.

Instead of losing its way recently in the performance arena as its Japanese rivals Toyota and Honda seem to have done, Nissan appears increasingly focused on producing cars enthusiasts can lust after, like the 370Z and, of course, the all-conquering Nissan GT-R. And more good stuff is on the way. Nissan recently announced it will be expanding its Nismo brand to produce more go-fast variants, which is music to our ears. Nissan’s even been bringing a performance bent to its all-electric Leaf with the Leaf Nismo RC, a race car concept we recently sampled.

So as we look forward to what Nissan has in store for the future, we’ve taken a look back into its history and chosen a group of cars and trucks that continue to resonate with enthusiasts from around the world, and will instantly get a conversation started if mentioned in the company of other car guys or gals. Anything you think we missed? Let us know in the comments below. Enjoy the ride.

Datsun 510

The 510 was Datsun’s answer to the BMW 2002, providing a sports sedan solution for those who couldn’t afford the Bavarian automaker’s benchmark pocket rocket. The 510’s low price, simple design, and huge parts interchangeability made it an instant hit with do-it-yourself tuners. With a standard 96-hp 1.6-liter I-4, the 510 was nothing to write home about performance-wise. But with tuning, or a larger 1.8- or 2.0-liter swapped in from a Datsun 610, the car could terrorize much more expensive sports cars in the twisties. Additional performance goodies that helped make the 510 a popular choice among enthusiasts included independent front and rear suspension, front disc brakes, a standard four-speed manual transmission, and of course the all-important rear-drive layout.

The 510 was initially offered in sedan and station wagon body styles, with a coupe model added a year later. One key event that really got the ball rolling for the 510’s popularity was its participation in professional road racing. Car designer and racing team manager Pete Brock campaigned his BRE Datsun 510 coupes in the Trans Am series during the early 1970s, and managed to score two championship wins against Alfa Romeos and BMWs. BRE 510s won roughly 60 percent of all races contested in two seasons of racing, and in the process, created a loyal following of 510 enthusiasts. Without that vital push, it’s hard to imagine the 510 being the celebrated sports sedan it is today.

Our take on the 1972 Datsun 510 sedan:

“The car moves out all right, but like almost any other 1600cc economy sedan, the acceleration won’t put you into an orthopedic collar, and top speed isn’t going to cause any nosebleeds. However, with the excellent suspension design and general overall quality, the Datsun 510 looked to MT’s Q-Ship crew to be one of those ‘eat your cake and have it too’ propositions.”

Technical Director Frank Markus’ take on the Datsun 510:

“Datsun’s clean-lined sedan couldn’t match VW for the quality of its trim and panel fits, but it was overengineered enough to tolerate modifications needed to make it a BMW-slayer on the track, winning underdog credibility that endeared it to the automotive world.”

1970-1978 Datsun 240Z and 280Z

The Datsun 240Z changed perceptions of Japanese cars when it arrived, and likely made the influx of Japanese automakers into the U.S. market a bit easier in the following decades. Nissan began selling sports cars in the U.S. with the Datsun Sports range of roadsters in the early ’60s. Known as the Nissan Fairlady in Japan, the same moniker attached to the Z car in its home market, the small four-cylinder convertibles quietly competed with similar European offerings like the MG Midget, Fiat 850, and Triumph Spitfire in the U.S.

But lightning didn’t really strike for Nissan until the Z car’s introduction in 1970. The 240Z arrived with natural good looks, with its long nose and fastback profile, and relatively good performance thanks to a 2.4-liter I-6 producing 151 hp and 148 lb-ft of torque, sport suspension, and four-speed manual transmission. In our 40th Anniversary issue, we said the 240Z was perfectly suited for its time, offering Jaguar E-Type-derived styling and genuine sports car performance at a fraction of the price. The body style of the original Z remained untouched throughout most of the ’70s, though names and powertrains were changed every few years.

By 1975, the 280Z arrived with a 2.8-liter engine, Bosch L-Jetronic fuel injection, and an available five-speed manual. Though power output of the new engine wasn’t much better than the original 2.4-liter (the 2.8 was rated at 149 hp and 163 lb-ft thanks in part to power-sapping emissions controls), the increased displacement and fuel injection made it the better engine for tuning. Some enthusiasts prefer the 240Z for its lower weight and for the fact that it’s the one that started it all, while others prefer the potential for more power the 280Z offers. Whichever classic Z model you choose, you’ll be rewarded with respect from sports car aficionados, and looks of jealousy from fellow Nissan fans. The S30-chassis Z car was followed in 1979 by the S130 280ZX, which took on a more luxurious highway-cruiser character. This transition from sports car to grand tourer continued through the Z31-generation 300ZX. At more than 3000 pounds, the Z car was now hardly recognizable as the sharp handler it once was. Nissan got the GT formula to work – and work well – with the Z32 model.

Our take on the 1970 Datsun 240Z from a 1972 comparison test:

“When we first met the 240Z a couple of years ago, we, along with untold thousands of others, were caught up in the general enthusiasm and mystique the car generated. Here, we thought, was a modern successor to the Healey 100-6, a medium-priced, strong six-cylinder sports coupe on a modern chassis with more performance than its size implied — a tremendous value in terms of the amount of car per dollar.”

1986-1996 Nissan Hardbody Pickup

Like the Maxima, the Nissan Hardbody pickup truck is another vehicle that enthusiasts are likely to remember fondly. Whether it was owned by someone you knew in high school, inherited, or purchased before going off to college, chances are at some point you had some kind of contact with this inexpensive pickup.

Replacing the Datsun 720 pickup — also a cool Nissan worthy of mention — the D21-chassis Nissan Pickup arrived in mid-1986, when the Nissan name was still new in the U.S. The name “Hardbody” is unofficial, referring to the truck’s double-wall bed construction and generally rugged design, though there are a few early Nissan ads that refer to the pickup as a Hardbody. Whatever you call it, Nissan’s compact pickup was a cheap set of wheels offering great utility, decent off-road capability, and sporty styling. The truck came in Standard and King cab body styles, with either a 2.4-liter I-4 engine producing 106 and 134 hp or a 3.0-liter V-6 rated between 145 and 156 hp. The Hardbody came in either two- or four-wheel drive configurations, and in its debut year, we reported that the truck was competent when venturing off the pavement.

While perhaps not the most capable off-roader of the day, with its independent front suspension and rear leaf spring setup, the Hardbody was just plain cool. Thanks to a unique front end featuring a blacked-out grille and bumper and flared front fenders, the Hardbody was ruggedly attractive. Nissan’s pickup was a popular platform with mini truck enthusiasts, who accessorized and modified their Hardbody trucks to their hearts’ content. Add a few off-road goodies, and the Hardbody is ready to tango with Marty McFly’s Toyota from “Back to the Future.” The D21 later spawned the Pathfinder SUV, which shared a similarly masculine front end and good off-road performance.

Our take on the 1986.5 Nissan Hardbody:

“Rock-hard handling aside, the overall package is very good, and the V-6 engine is great. The team at NDI may not have hit a home run the first time at bat, but they certainly hit the ball into deep centerfield.”

R32-R34 Skyline GT-R

Think of these cars as Godzilla Sr. As we looked longingly from across the Pacific, other markets got to enjoy Nissan’s much admired previous-generation GT-R models–a badge of honor affixed to the Skyline range of cars. The Skyline marque traces its roots back to before the birth of the Nissan brand, beginning with the 1957 Prince Skyline. Subsequent generations adopted a more sporty character, and by 1969, the very first Skyline GT-R had arrived on the scene. With 160 hp and 131 lb-ft of torque from its 2.0-liter twin-cam I-6, the rear-drive first-gen GT-R was a great start for the nameplate.

But it was in 1989 — with the R32 generation — that the GT-R received its characteristic ATTESA (Advanced Total Traction Engineering System for All-Terrain) all-wheel drive system. Coupled with a twin-turbo 2.6-liter I-6 rated at 276 hp and 289 lb-ft of torque, the torque-biasing ATTESA could propel the GT-R with uncommon haste for the day. While those power and torque figures are impressive by 1989 standards, actual output was even higher — it was advertised at 276 hp as part of a gentleman’s agreement between Japanese automakers.

A few years later, the R33-generation GT-R took performance to even greater heights. We got the opportunity to see just how high back in 1996, when we sampled a ’97-vintage GT-R. That car pulled 0.9 g on the skidpad and accelerated to 60 mph in 4.5 seconds in our tests — faster than a Ferrari F355 tested that same year. In 1999, the R34 GT-R received aggressive styling to match its supercar-rivaling performance, a trend that continues with the current GT-R. Though today’s GT-R is more of a wolf in wolf’s clothing, the relative plainness of the R32 and R33 models gave them a certain sleeper appeal.

Our take on the 1995 Nissan Skyline GT-R R33

“Once you get past the oddity of navigating via right-hand drive and speed shifting with your left, these GT-Rs downright crank. Rev the I-6 to 6000 rpm, dump the clutch, and hold on, as the electronically controlled AWD system figures out the traction.”

1989-1998 240SX

Having experienced a surge in popularity during the mid-2000s thanks to the drifting craze, the 240SX is a car that hardly needs an introduction. Known by many other names around the world, including Silvia, 180SX, and 200SX, the S13-chassis 240SX arrived in the U.S. market in 1989. Available as a coupe or hatchback, the first-generation 240SX was powered by a single-cam 2.4-liter KA24 I-4 engine producing 140 hp and 152 lb-ft of torque. This combination proved to be acceptable for the U.S. market, and Americans — including MT’s own editors — gobbled up the sporty coupe’s rear-drive performance in droves.

The 2.4-liter mill later received a twin-cam head and other upgrades that bumped output to 155 hp and 160 lb-ft. But the hot engines were reserved for the 240SX’s other-market counterparts, which got the option of a 200-hp turbocharged 2.0-liter I-4 known as the SR20DET. With that engine under the hood, the S13’s performance could rival that of Nissan’s flagship sports car, the 300ZX. Even without turbo power, the 240SX was a star performer. Back in 1989, our long-term 240SX hatchback gave us practically no trouble during its year-long, 20,000-mile tenure, and it was one of the staff’s favorites in the fleet.

The second-generation 240SX, chassis codename S14, reduced body style choices to just a coupe model, and carried over the same drivetrain of the original. The car was still fun to drive, but weight increases and no more power from the aging 2.4-liter ultimately amounted to a less competitive offering in the growing sporty coupe segment. The S14-generation 240SX lost many of the two-car shootouts we conducted in the ’90s, bested by a sixth-generation Toyota Celica in one and an Acura 2.2 CL in another.

As the years went by, 240SX sales gradually shrank until the model was finally killed in 1998. But turbocharged power kept the car alive in Japan and other markets, and led to the introduction of a next-generation model in 1999. Known as the S15 Silvia, the final model in the S-chassis family produced 245 hp and 202 lb-ft of torque from its turbocharged SR20DET four-cylinder. The car was sold until 2002, when it too succumbed to slow sales and shrinking demand. But now, with the industry’s increasing interest in building affordable, sporty rear-drive coupes, maybe it’s time for Nissan to give it another go. Even Toyota has broken its streak of producing less-than-thrilling cars with the rear-drive GT 86. The ball’s in your court, Nissan.

“There’s a simple litmus test to tell the difference between lust and love: If the current feeling outlasts the next pretty pair of headlights to come down the road, chances are it’s the real thing. Our feelings for our long-term 240SX are genuine, because after being dazzled by nearly 20,000 miles worth of passing headlamps, we still can’t keep our hands off this delectable hatchback.”

Z32 300ZX

Unlike the previous Z cars, of which each shared some components with the model before it, the Z32-generation 300ZX was a clean sheet design. The only thing remotely similar to the previous 300ZX was the Z32’s VG-series V-6 engine, but even that was almost completely new, with twin-cam heads and variable valve timing now incorporated into the design. The base naturally aspirated 3.0-liter engine produced 222 hp and 198 lb-ft of torque, while the Turbo model’s twin-turbo variant made 300 hp and 283 lb-ft. That model also got Nissan’s Super HICAS four-wheel steering system (also available on some Skyline and 240SX models), which worked well enough when new, but would later prove problematic for some owners to maintain due to its complicated design.

Braking equipment on the 300ZX was equally high-tech, and proved to be much more useful. The Z32 sported four-piston aluminum calipers and 11-inch rotors in the front, with an ABS system standard – impressive hardware for 1990’s standards. The 300ZX Turbo stopped the shortest of any Z car tested up until that point. By a lot. The car needed only 111 feet to bring its 3474-pound bulk to a halt from 60 mph, a figure that rivaled supercars of the day. All of this helped the 300ZX Turbo earn the Golden Calipers in its debut year, when we named it our 1990 Import Car of the Year. After 1996, the Z nameplate went on hiatus. But when it returned, Nissan picked up on the original car’s scent.

“The Turbo Z we’re talking about today has only the name in common with the old 300ZX Turbo. We’re in a whole different league here; now the Z is playing against the big guns from Chevrolet, Porsche, and the other Europeans–and the Z is kicking butt and taking names.”

The first-gen Sentra SE-R, though boxy and generic-looking, managed to somehow be more than the sum of its parts. Beginning with a third-generation B13-chassis Sentra coupe, Nissan added a stiffer suspension, close-ratio five-speed manual, and the all-important twin-cam 2.0-liter SR20 I-4 engine to create the Sentra SE-R. With 140 hp and 132 lb-ft of torque at its disposal, the rev-happy SR20 changed the character of the standard Sentra from a mild-mannered grocery-getter to a 7500-rpm-redline, 133-mph-top-speed giant-killer.

Impressive handling was probably the biggest surprise this unassuming sport compact had in store for enthusiasts. The SE-R’s stiffer springs, beefed-up stabilizer bars, and original equipment performance all-season tires were good enough for a 0.82 g skidpad result in our tests, and also contributed to the car’s inherent fun-to-drive factor. In previous tests, we reported that the SE-R wasn’t scary when driven at the limit, despite its 62 front/38 rear weight distribution. The car had a tendency to push when driven hard, but a communicative chassis made cornering predictable–letting you know when you had to adjust your line using throttle and braking inputs.

The SE-R shared its engine and many chassis components with the quirky NX2000 coupe of the same era, also a surprisingly neutral handler. Though short-lived, that car, along with the SE-R itself, remains a competitive platform in amateur road racing and autocross. The B14 Sentra-based 200SX was the next model to carry on the spirit and nameplate of the SE-R, using the same drivetrain but receiving a more cost-efficient and just-as-effective rear torsion beam suspension setup. While the B14 SE-R brought sportier styling to the table, the boxiness of the original made its performance all the more unexpected–especially when seen sticking to the rear bumper of much pricier sports coupes on twisty mountain roads.

“Despite its J.C. Penney exterior, the heart of a real performance car lurks in the SE-R. Although the Nissan never finished better than 11th in any of our evaluation categories, even a back-of-the-pack position indicates a serious level of performance. The Sentra’s strongest finish was in the top-speed testing, where it darted through the timing lights at over 131 mph — a shocking figure given the box-it-came-in silhouette propelled by a modest 140-hp 2.0-liter DOHC engine.”

Pulsar GTI-R

Imagine the above mentioned NX2000 on steroids, sporting turbocharged power, all-wheel drive, and a more conventional hatchback body style. That’s essentially what the not-for-U.S.-market Nissan Pulsar GTI-R was. Sold in limited numbers to satisfy the World Rally Championship’s Group A homologation requirements, the GTI-R was like the many other really-hot hatches built for racing that never made it to our shores.

Powered by a transverse-mounted SR20DET turbocharged 2.0-liter I-4, the GTI-R made 227 hp and 210 lb-ft of torque. That power was sent to all four wheels through a torque-biasing ATTESA all-wheel-drive system similar to the one used in the Skyline GT-R. Road-going models came with such luxuries as air conditioning, power windows, and an ABS system. Even with these amenities, the production GTI-R had an impressive power-to-weight ratio, with some models weighing well below the 2700-pound mark. Being a homologation special, the Pulsar GTI-R was produced in limited numbers in order to qualify for motorsports competition. As such, the GTI-R gets cool points for being so rare. Its competition history is less impressive than its specs, however, as the car was withdrawn from the 1992 WRC season after contesting nine races and scoring zero wins. Still, without the automaker’s efforts in the world rally scene, we’d have no unattainable (in the U.S. at least) Nissan hot hatch to lust after.

1992-1999 Maxima

Nissan has historically positioned the Maxima from a sportier angle compared to its competition. Introduced to the U.S. in 1981, the first Maxima, a rear-drive four-door powered by the same 2.4-liter I-6 found in the 240Z, was sold as the Datsun 810 in its debut year, with “Maxima” being the range-topping trim level. The following year, the 810 moniker was dropped completely. But sedan shoppers were in for more confusion when Datsun itself changed names in 1984, and placed both Nissan and Datsun badges on the back of the Maxima in an attempt to make the transition easier for the public. The next model year wiped the slate clean, introducing a second-generation Maxima for 1985. With the car now sporting a 3.0-liter V-6 and front-wheel drive, the template for the modern Maxima was beginning to take shape.

Fast-forward to 1992. The less-boxy third-generation model has been on the market for three years, and the forced “4DSC” (Four-Door Sports Car) marketing label is becoming an even tougher sell in the face of stiffening competition. How do you inject sportiness back into your flagship sedan? If you’re Nissan, you drop a hotter engine into the top model, add a few other performance goodies, and call it a day. The 1992 Maxima SE received a bespoke twin-cam 3.0-liter VE30-series V-6 producing an even 190 hp and 190 lb-ft of torque, compared with the lower GXE model’s 160 hp and 182 lb-ft from its single-cam 3.0-liter unit. SE models came standard with a five-speed manual, and with that transmission also enjoyed a viscous limited-slip differential and torque-optimizing variable intake runners.

The third-generation model was also the last Maxima to employ an independent multi-link rear suspension, until the sixth-gen model adopted the setup years later. Acceleration in the SE model was strong for the day, and matched by few cars in its class. But handling was never one of this generation’s strong suits. In a 1992 comparison test between a Maxima SE, Mazda 626 ES, and Toyota Camry SE, the Nissan came in dead last, largely due to its just so-so handling ability. That performance shortcoming would be addressed in the next-gen model

Though the VE30 engine had the power to take on the best V-6s of the day, its bloodline ended with the third-gen SE, giving way to the mighty VQ family of engines. On paper, the engines appear similar, but the aluminum-block VQ30 is the VE30’s superior in almost every way imaginable. Horsepower is identical to its predecessor, though torque was increased to a solid 205 lb-ft. The new engine also gave the Maxima a more usable torque curve, and power delivery was now smoother thanks to lighter internals.

All fourth-generation Maximas received this engine, making the differences between the trim levels less dramatic. Handling was markedly improved, despite this car utilizing a solid beam rear axle. The fourth-generation Maxima had all the right stuff, and we recognized its improvements by naming it Import Car of the Year for 1995. Enthusiasts of a certain age will likely remember this generation in particular, as they probably knew someone who owned one. The Maxima is a quick, practical means of transportation that can easily be found on the used car market for very little money. And with a large tuner following and decent aftermarket support, it’s hard to deny the Maxima enthusiast-car status.

“…Nissan’s aggressive move to keep the Maxima SE in line with constantly improving alternatives should pay dividends. The latest changes go a long way toward making an exceptionally nice tourer into a bona fide performance four-door.”

“I catch the opposing driver’s eye as I hand my five-year-old her Barney doll. He looks back with disdain at the pencil-neck, Rogaine-using, child-strung conservative in a boring car he doesn’t recognize. His error. (I whisper, “Hang on kids.” But, familiar with this drill, they’re already braced.) At the green I give the punk a hole shot that would make Don “The Snake” Prudhomme proud. Since the Maxima SE blasts 0-60 in less than 7 seconds, even if the other guy’s ready — and good — I beat him to the merge point. Camille waves the purple dinosaur in his face; from the rear car seat, Jackson, my three-year-old son, gives him a Power Ranger chop.”

Xterra

The Nissan Xterra was an enthusiast-oriented model from the beginning. Today, it’s among the last of a dying breed of truck-based SUVs that place emphasis on off-road capability rather than ride comfort and luxury. Introduced for the 2000 model year, the first-generation Xterra became Nissan’s entry-level SUV, slotting beneath the Pathfinder. The Xterra gets its title from the off-road triathalon race series of the same name. As such, the Xterra is aimed at buyers with sporty, outdoorsy lifestyles, and the first-generation model made that target demographic clear with its off-road performance.

Base models got a 143-hp 2.4-liter I-4 — in the same family as the engine that powered the 240SX and Hardbody — and a standard five-speed manual transmission. A 3.3-liter VG-series V-6 was also available, offering 170 hp and 202 lb-ft of torque. The compact SUV was based on Nissan’s F-Alpha architecture, sharing platforms with the Frontier pickup and larger Pathfinder and Titan models. Rear-wheel drive was standard, but the Xterra was best sampled as a 4×4. In a 1999 comparison test, we pitted the then-new Xterra XE 4×4 against the tried-and-true Jeep Cherokee Sport 4WD. The Xterra could do virtually everything the Cherokee could, and in the end had a better ride and more refined chassis.

While testing a brand-new SUV against a vehicle designed nearly 15 years earlier doesn’t seem fair, the Cherokee was the benchmark for off-road performance in that class at the time – which just goes to show you how big a breath of fresh air the Xterra was when it arrived. A second-generation model debuted in 2005, offering more power from a 4.0-liter VQ-series V-6 producing 261 hp and 281 lb-ft for 2012. A six-speed manual can be had on 4×4 models, including the rugged PRO-4X off-road special, which also ups the ante with a two-speed transfer case, electronic locking rear differential, Bilstein performance shocks, and BFGoodrich off-road performance tires.

“The Xterra intends to echo the back-to-basics mission of the Jeep — off-road capability and affordability — but it doesn’t, by default, penalize you for wanting to drive it every day. It’s being positioned as an affordable place to put your stuff, and as a way to get it where you want to go.”

Z33 350Z

After six years without a Z car, Nissan launched the much-anticipated successor to the Z nameplate, the 350Z, for the 2003 model year. Needless to say, it had some pretty big shoes to fill. Knowing that fans of the marque had such high expectations for a reborn Z car drove Nissan’s engineers to really focus on what made the original so great. Nissan started with its FM platform, the same architecture that underpins the G35, and added a naturally aspirated VQ-series V-6 into the mix.

The 350Z’s 3.5-liter VQ35 engine produced 287 hp and 274 lb-ft of torque when it was first introduced, which facilitated 0 to 60 mph acceleration of 5.5 seconds in our tests. Styling was contemporary, with a more rounded treatment of the body lines compared to previous generations. Still, if you squint — and we mean get really cross-eyed — you can almost see the silhouette of the original Z in the 350’s raked fastback roofline. By the end of the 350Z’s production run, output rose as high as 306 hp and 268 lb-ft in the Nismo model, which banged out a 4.9-second 0-to-60 time in our tests. The car was good, and things were only about to get better in its next generation.

Our take on the 2003 Nissan 350Z:

“This is an everyday sports car. It’s easy on the wallet from the get-go, reasonably thrifty with fuel, a fast study on challenging sections of road, and practical enough to swallow a fair amount of life’s possessions. It’s quick when you want it to be, yet smooth as silk on occasions that require discretion. Time will judge whether the Z’s controversial sheetmetal wears well. One thing is for sure: The 350Z goes its own way proudly and confidently.”

In 2003, America was unofficially introduced to the Skyline through the Infiniti G35, as that car was badged as a Nissan Skyline elsewhere in the world. Though it carried the Skyline name outside of the U.S., the G35 was very different from past Skyline models, with its six cylinders arranged in a “V” configuration rather than the characteristic inline format. But this break with tradition wasn’t really a disadvantage, as the particular engine chosen to power the G35 belonged to the now-famous VQ series of V-6s.

Displacing 3.5 liters, the VQ35 engine produced an even 260 hp and 260 lb-ft of torque in the G35 sedan the year of its debut, and 280 hp and 270 lb-ft in the coupe. The G35 was based on Nissan’s FM platform, and shared its underpinnings with the 350Z sports car. Boasting such impressive specs, the G35 gave us high hopes for the then-new sports sedan — and we weren’t disappointed, as we ended up naming the G35 Motor Trend’s Car of the Year for 2003. Its blend of performance, luxury, and practicality helped it take home our coveted Golden Calipers, and also makes it a good family-friendly pick for enthusiasts who like to have their cake and eat it too.

A six-speed manual transmission was added as an option for the sedan later in 2003, further increasing its enthusiast appeal. By the end of the G35’s production run, output for automatic-equipped sedan and coupe models was a just-right 282 hp and 269 lb-ft, while power in manual-equipped models was a whopping 298 hp and 258 lb-ft. Modern Infiniti G models may put those numbers to shame, and arguably feature better styling, but depreciation and still-potent rear-drive performance will likely keep the earlier models close to the top of the budget-minded enthusiast’s list.

“Living with the G35 Coupe for a year only underscored how good it really was. In hindsight, we made the right call awarding it as we did, and we’d do it all over again given the chance. A uniquely stylish and capable car in the market, it’s priced within reach of those who aspire for something European and sporty but can’t afford a BMW or Mercedes-Benz. It’s earned the right to be called a legitimate Grand Tourer in every sense of the term, first-year teething and all.”

Z34 370Z

If the 350Z was an attempt to revisit the Z car’s roots, the 370Z went several steps further with that mission. The car’s curvy body is better proportioned overall than the previous 350Z, and actually resembles the 240Z in profile somewhat thanks to a shorter rear overhang and a rear quarter window designed as a tribute to the shape of the original. Weight is reduced slightly from the 350Z, and the car is scaled down by 3.9 inches in length, though width is added for a more planted stance.

The 370Z produces an impressive 332 hp and 270 lb-ft of torque from its naturally aspirated VQ37 V-6 engine. We liked the performance enhancement of the Z, but were especially happy with the improvement in interior quality. Today’s Z is more livable inside, but also retains many of the sports car qualities that made the first Z so enjoyable.

“… the 370’s structural and visual enhancements only complement its stellar driving dynamics. Its organic steering is a model of linearity and responsiveness. Its brakes, with a variable-ratio pedal, are stout and easy to modulate, whether decelerating gently for a red light or aggressively for a hairpin. Its grip is immense, rendering instant turn-in and near-absent understeer. The most alluring aspect of the new Z is the sense it imparts: It feels sharp, direct, and balanced, a well-honed santoku knife to the 350Z’s blunter and bulkier cleaver.”

Last and anything but least, we come to the modern day Godzilla. We’re not sure if it’s possible to become tired of reading about the present-generation GT-R, an all-wheel-drive beast now packing more than 500 hp, but we certainly never tire of writing about it. You’ve likely already read everything we’ve had to say about our 2009 Car of the Year and the runner-up in this year’s Best Driver’s Car competition, but in case you missed it, here’s a quick summary: This car is simply amazing.

Boasting 545 hp and 463 lb-ft of torque for the 2013 model, the GT-R’s twin-turbo 3.8-liter VR38DETT V-6 is the ultimate evolution of Nissan’s famed VQ engine. Transmitting its power through a six-speed dual-clutch transmission and further-developed ATTESA all-wheel drive system, the GT-R can distribute its torque in any number of ways to its wheels — with a maximum of 50 percent available for the front, and 100 percent to the rear.

Combine those elements with an advanced traction control system, a revised launch control scheme, and 255/40-size front and 285/35 rear performance tires, and the GT-R can sprint to 60 mph in 2.9 seconds, according to our tests. If you haven’t already seen it, check out our Best Driver’s Car drag race video to see all these technical wonders working in unison to launch the GT-R like a rocket. Its superlative performance makes the GT-R a shoe-in for this list, and undoubtedly any other list involving outright speed and acceleration.

“The bottom line is Nissan is comfortably performing in rarified air, legitimately shaking up the hierarchy within the supercar stratosphere. And, lest you forget, at a comparative pittance of the others’ retail prices. Further, whereas previous generations were sold only in Japan, Australia, and the U.K., the new GT-R boasts a global presence, treating enthusiasts in such countries as Germany and the U.S.”